US3991725A - Internal combustion engine having auxiliary combustion chambers - Google Patents

Internal combustion engine having auxiliary combustion chambers Download PDF

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Publication number
US3991725A
US3991725A US05/467,486 US46748674A US3991725A US 3991725 A US3991725 A US 3991725A US 46748674 A US46748674 A US 46748674A US 3991725 A US3991725 A US 3991725A
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US
United States
Prior art keywords
main
intake valve
auxiliary
open
internal combustion
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
US05/467,486
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English (en)
Inventor
Yasuhiko Nakagawa
Katsunori Terasaka
Susumu Kimura
Masanobu Yoshioka
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
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Nissan Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP5094273A external-priority patent/JPS49135010A/ja
Priority claimed from JP5094373A external-priority patent/JPS49135011A/ja
Priority claimed from JP5094473A external-priority patent/JPS49135012A/ja
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Publication of USB467486I5 publication Critical patent/USB467486I5/en
Application granted granted Critical
Publication of US3991725A publication Critical patent/US3991725A/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/10—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder
    • F02B19/1019—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber
    • F02B19/1023—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber pre-combustion chamber and cylinder being fed with fuel-air mixture(s)
    • F02B19/1028—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber pre-combustion chamber and cylinder being fed with fuel-air mixture(s) pre-combustion chamber and cylinder having both intake ports or valves, e.g. HONDS CVCC
    • F02B19/1038—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber pre-combustion chamber and cylinder being fed with fuel-air mixture(s) pre-combustion chamber and cylinder having both intake ports or valves, e.g. HONDS CVCC timing of valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/10—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder
    • F02B19/1004—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder details of combustion chamber, e.g. mounting arrangements
    • F02B19/1014—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder details of combustion chamber, e.g. mounting arrangements design parameters, e.g. volume, torch passage cross sectional area, length, orientation, or the like
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/10—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder
    • F02B19/1019—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber
    • F02B19/1023—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber pre-combustion chamber and cylinder being fed with fuel-air mixture(s)
    • F02B19/1028—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber pre-combustion chamber and cylinder being fed with fuel-air mixture(s) pre-combustion chamber and cylinder having both intake ports or valves, e.g. HONDS CVCC
    • F02B19/1052—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber pre-combustion chamber and cylinder being fed with fuel-air mixture(s) pre-combustion chamber and cylinder having both intake ports or valves, e.g. HONDS CVCC controlling, e.g. varying fuel-air ratio, quantity of charge
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates generally to reciprocating-piston, four-cycle spark-ignition internal combustion engines and, particularly, to a reciprocating-piston, four-cycle spark-ignition internal combustion engine of the character which has main and auxiliary combustion chambers in each of cylinders. More specifically, the present invention is concerned with intake valves for the main and auxiliary combustion chambers of the internal combustion engine of the specified character, especially to timings at which the intake valves are opened and closed during successive strokes of the piston in the engine cylinder.
  • the internal combustion engine of the particular type has been developed with a view to minimizing toxic compounds, especially hydrocarbons and carbon monoxide in engine emissions through use of a leaned air-fuel mixture, viz., an air-fuel mixture having an increased air-to-fuel ratio.
  • a leaned air-fuel mixture viz., an air-fuel mixture having an increased air-to-fuel ratio.
  • the main combustion chamber of each of the cylinders of such an internal combustion engine is supplied with a relatively lean air-fuel mixture whereas the auxiliary chamber is supplied with a richer air-fuel mixture during intake strokes of the engine.
  • An ignition spark plug projects into the auxiliary combustion chamber and fires the relatively rich air-fuel mixture admitted into the chamber so that the relatively lean air-fuel mixture directed into the main combustion chamber is fired with the agency of the flames propagating from the auxiliary combustion or precombustion chamber.
  • the relative rich air-fuel mixture in the auxiliary combustion chamber is prevented from escaping in sizeable quantity into the main combustion chamber so that the ratio between volumes of the air-fuel mixtures in the two combustion chambers is maintained substantially constant throughout the intake stroke of the engine. Since, in this instance, the ratio of the volume of the air-fuel mixture supplied to the auxiliary combustion chamber to the volume of the air-fuel mixture supplied to the main combustion chamber is usually in a range of from about 1:20 to about 1:100, an extreme difficulty is encountered in maintaining such a ratio constant throughout the intake stroke of the engine.
  • the ratio in volume between the air-fuel mixtures fed to the main and auxiliary combustion chambers is controlled in accordance with appropriate schedules throughout varying operating conditions of the engine.
  • the main and auxiliary combustion chambers are connected to carburetors which are designed to be respectively competent to the combustion conditions of the main and auxiliary combustion chambers.
  • suitable means may be provided which are adapted to interconnect throttle valves of the two carburetors for achieving a fixed ratio between degrees of opening of the throttle valves and, moreover, the intake valves associated with the main and auxiliary combustion chambers may be opened and closed at timings controlled in relation to degrees of angle of rotation of the crankshaft of the engine.
  • a mixture intake arrangement has therefore been proposed by which the intake valve for the auxiliary combustion chamber is closed after the intake valve for the main combustion chamber has been closed and, in addition, both of the intake valves are kept open for the same durations.
  • a drawback is, however, invited as a result of such an arrangement in that the burned gases in the auxiliary combustion chamber happen to flow backwardly past the intake valve and into the carburetor for the auxiliary combustion chamber when the engine is operating under relatively heavy load and yet at a relatively low speed of, for example, 1200 to 1600 rpm.
  • Admission of an increased amount of air-fuel mixture into the auxiliary combustion chamber would be prevented or alleviated if the auxiliary combustion chamber has an intake port of a reduced size. This is, however, actually impracticable because the diameter of the intake valve to fit such a port cannot be made smaller than 10 to 11 mm to maintain a necessary mechanical strength of the valve, as is well known in the art.
  • the internal combustion engines having the precombustion chambers are, for these reasons, not fully acceptable for achieving satisfactory combustion efficiences and exhaust cleaning performances.
  • the improvement according to the present invention comprises an arrangement in which the intake valve associated with the auxiliary combustion chamber has a valve lift smaller than that of the intake valve associated with the main combustion chamber and is operated to open for a shorter duration than the intake valve associated with the main combustion chamber.
  • the intake valve associated with the auxiliary combustion chamber is operated to open after the intake valve associated with the main combustion chamber is opened and to close earlier than the closing of the intake valve for the main combustion chamber.
  • the intake valve associated with the auxiliary combustion chamber is operated to close before the intake valve associated with the main combustion chamber is fully closed and after the bottom dead center of the piston on the compression stroke.
  • the intake valves for the main and auxiliary combustion chambers are preferably so operated that the intake valve associated with the auxiliary combustion chamber stay open for a duration longer than about 60 per cent of the duration of opening of the intake valve for the main combustion chamber.
  • the intake valve associated with the main combustion chamber may be operated to open at a suitable number of degrees of crankshaft rotation before the top dead center of the piston on the exhaust stroke and to close at a suitable number of degrees of crankshaft rotation after the bottom dead center of the piston on the compression stroke.
  • the intake valve associated with the auxiliary combustion chamber is operated to open in the vicinity of the top dead center of the piston on the exhaust stroke and to close before the intake valve associated with the main combustion chamber is closed.
  • FIG. 1 is a schematic view which shows part of the internal combustion engine of the described type into which the improvements according to the present invention is to be incorporated;
  • FIG. 2 is a schematic view which shows dimensional relation between the main and auxiliary combustion chambers of the internal combustion engine illustrated in FIG. 1;
  • FIG. 3 is a graph which shows curves indicating relations between lifts of the intake valves for the main and auxiliary combustion chambers and degrees of angle of crankshaft rotation as obtained when the valves are open in the internal combustion engine of the type illustrated in FIG. 1;
  • FIG. 4 is a graph similar to FIG. 3 but shows curves which are obtained in the case of the internal combustion engine into which the improvements according to the present invention is incorporated.
  • the present invention is directed to an internal combustion engine which comprises a cylinder having a main combustion chamber 12 defined between a cylinder head 14 and the top of a reciprocating piston 16 and an auxiliary combustion or precombustion chamber 18 which is in communication with the main combustion chamber 12 through a flame passageway 20.
  • the auxiliary combustion chamber 18 is usually formed in the cylinder head 14.
  • the main combustion chamber 12 is connected through a main intake manifold 22 to a main carburetor 24 having a throttle valve 26 and a main intake valve 28 is located between the main combustion chamber 12 and an outlet port of the main intake manifold 22.
  • the auxiliary combustion chamber 18 is connected through an auxiliary intake manifold 30 to an auxiliary carburetor 32 having a throttle valve 34 and an auxiliary intake valve 36 is interposed between the auxiliary combustion chamber 18 and an outlet port of the auxiliary intake manifold 30.
  • the main carburetor 24 is so arranged as to deliver a relatively lean air-fuel mixture to the main combustion chamber 12 whereas the auxiliary carburetor 32 is adapted to deliver a relatively rich air-fuel mixture to the auxiliary combustion chamber 18.
  • an ignition spark plug 38 to fire the air-fuel mixture admitted to the auxiliary combustion chamber 18.
  • Designated by reference numeral 40 is a mechanical linkage which interconnects shafts carrying the throttle valves 26 and 34 of the main and auxiliary carburetors 24 and 32, respectively.
  • the mechanical linkage 40 is connected to an accelerator pedal (not shown) of the vehicle so that the throttle valves 26 and 34 of the main and auxiliary carburetors 24 and 32 are moved to deliver air-fuel mixtures which are proportioned in volume to a substantially fixed ratio.
  • the main and auxiliary intake valves 28 and 36 When, in operation, the main and auxiliary intake valves 28 and 36 are operated to open at controlled timings, the relatively lean and rich air-fuel mixtures are delivered from the main and auxiliary carburetors 24 and 32 at rates which are controlled by the throttle valves 26 and 34, respectively.
  • the relatively rich air-fuel mixture thus admitted to the auxiliary combustion chamber 18 is fired at a controlled timing by means of the ignition spark plug 38 and the flames produced by the burned gases in the auxiliary combustion chamber 18 spurt through the flame passageway 20 into the main combustion chamber 12.
  • the relatively lean air-fuel mixture which has been directed into the main combustion chamber 12 is consequently fired by the flames entering the main combustion chamber from the flame passageway 20 during the power stroke of the engine.
  • Va is the capacity of the auxiliary combustion chamber 18 and Vs is a sum of the capacity Vm of the main combustion chamber 12 provided by the piston 16 at the top dead center (TDC) and the volume Vh of the displacement of the piston 16 between the top dead center and the bottom dead center (BTC), as schematically illustrated in FIG. 2.
  • the clearance volume Vc of the internal combustion engine of the type herein dealt with is defined as a sum of the capacity Vm of the main combustion chamber 12 with the piston at the top dead center and the capacity Va of the auxiliary combustion chamber 18 including the space forming the flame passageway 20.
  • the ratio between the volumes of the air-fuel mixtures admitted to the main and auxiliary combustion chambers 12 and 18 is given in a range of
  • the compensation factor k is usually selected in such a manner to make the ratio A 2 /A 1 range from about 1/20 to 1/100.
  • a certain advanced version of the prior art internal combustion engine having the described general construction is arranged so that the intake valves for the main and auxiliary combustion chambers are operated to open and close in accordance with schedules illustrated in FIG. 3, wherein the axis of abscissa stands for degrees of angle of crankshaft rotation and the axis of ordinate represents lifts H and h of the intake valves for the main and auxiliary combustion chambers, respectively.
  • Curves a and b thus indicate variations of the lifts H and h of the main and auxiliary valves, respectively, in terms of the degrees of crankshaft rotation when the valves are open.
  • the auxiliary intake valve is operated to open and close after the main intake valve has been opened and closed, respectively, and yet both of the valves are kept open for an equal duration. It is also seen in FIG. 3 that the lift of the auxiliary intake valve becomes larger than the lift of the main intake valve toward the ends of the opening periods of the valves as indicated by a hatched area. As pointed out previously, the arrangement of the character above described is liable to sometimes invite reverse flow of the burned gases from the auxiliary combustion chamber past the auxiliary intake valve and into the auxiliary intake manifold.
  • the intake valve 36 for the auxiliary combustion chamber 18 arranged to have a valve lift smaller than the lift of the intake valve 28 for the main combustion chamber 12 throughout the durations of opening of the two valves and to keep the auxiliary intake valve 36 open for a duration which is shofter than a duration of opening of the main intake valve for each intake stroke of the piston 20.
  • the duration of opening of the auxiliary intake valve 36 is not less than about 60 per cent of the duration of opening of the main intake valve 28 for each of the intake strokes of the engine.
  • the main intake valve 28 is to be kept open for a duration corresponding to about 240° of crankshaft rotation
  • the auxiliary valve 36 should be kept open for a duration which corresponds to more than about 140° of crankshaft rotation.
  • the capacity of the auxiliary chamber 18 may be preferably so selected that the ratio of the capacity of the auxiliary combustion chamber 18 vs. the clearance volume (previously defined) of the cylinder is in a range of from about 1:20 to about 1:5.
  • the main and auxiliary intake valves 28 and 36 may be preferably so arranged as to have maximum valve lifts of about 10 mm and about 2 to 5 mm.
  • the main intake valve 28 is operated to open, or more exactly start to open, at a suitable number of, preferably about 21° of crankshaft rotation before the top dead center on the exhaust stroke and to close, or more exactly, fully close, at a suitable number of, preferably about 48° to 60° of crankshaft rotation before the bottom dead center on the compression stroke.
  • the main intake valve 28 may be operated to start to close at about 108° to 120° of crankshaft rotation on the intake stroke.
  • the auxiliary intake valve 36 is preferably so operated as to open, or more exactly start to open, after the main intake valve 28 has been opened and to close or, more exactly, fully close, before or at least simultaneously as the main intake valve 28 is fully closed. More preferably, the auxiliary intake valve 36 is operated to start to open in the vicinity of the top dead center on the exhaust stroke or when the lift of the main intake valve 28 is about 5 mm, viz., about half the maximum lift of the main intake valve 28.
  • the auxiliary intake valve 36 is, furthermore, preferably so operated as to start to close at an instant when the valve lift thereof is about 2 to 5 mm.
  • the auxiliary intake valve 36 is preferably fully closed before or simultaneously as the main intake valve 28 closes. In this instance, the time lag between the timings at which the main and auxiliary intake valves are fully closed is preferably in correspondence the crankshaft rotation through an angle of less than 60°.
  • FIG. 4 illustrates curves A and B which indicated preferred examples of the opening and closing timings as at points Po, Pc, Qo and Qc and the variations of the valve lifts H and h of the main and intake valves, respectively, as proposed by the present invention.
  • the main intake valve having a maximum valve lift of 10 mm is operated in such a manner as to start to open at point Po, viz., 12° before the top dead center (TDC) on the exhaust stroke and to fully close at point Pc, viz., 48° past the bottom dead center (BDC) on the compression stroke.
  • the main intake valve is thus kept open for a duration of T which in this instance corresponds to 240° of crankshaft rotation.
  • the auxiliary intake valve has a maximum lift of 3 mm and is operated in such a manner to start to open at point Qo, viz., 2° before the top dead center on the exhaust stroke and to close at point Qc, viz., 18° after the bottom dead center on the compression stroke.
  • the duration t of opening of the auxiliary intake valve is accordingly in correspondence with 200° of crankshaft rotation which is 60 per cent of the degrees of crankshaft rotation.
  • the time lag ⁇ between the timings of the main and auxiliary intake valves being fully closed corresponds with 30° of crankshaft rotation.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
US05/467,486 1973-05-08 1974-05-06 Internal combustion engine having auxiliary combustion chambers Expired - Lifetime US3991725A (en)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
JA48-50943 1973-05-08
JA48-50944 1973-05-08
JA48-50942 1973-05-08
JP5094273A JPS49135010A (enrdf_load_stackoverflow) 1973-05-08 1973-05-08
JP5094373A JPS49135011A (enrdf_load_stackoverflow) 1973-05-08 1973-05-08
JP5094473A JPS49135012A (enrdf_load_stackoverflow) 1973-05-08 1973-05-08

Publications (2)

Publication Number Publication Date
USB467486I5 USB467486I5 (enrdf_load_stackoverflow) 1976-03-16
US3991725A true US3991725A (en) 1976-11-16

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US05/467,486 Expired - Lifetime US3991725A (en) 1973-05-08 1974-05-06 Internal combustion engine having auxiliary combustion chambers

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US (1) US3991725A (enrdf_load_stackoverflow)
DE (1) DE2421546A1 (enrdf_load_stackoverflow)
GB (1) GB1465827A (enrdf_load_stackoverflow)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4073271A (en) * 1975-05-13 1978-02-14 Nissan Motor Company, Limited Torch ignition type internal combustion engine
US4180044A (en) * 1975-11-10 1979-12-25 Toyota Jidosha Kogyo Kabushiki Kaisha Torch ignition type internal combustion engine
US4193382A (en) * 1975-03-19 1980-03-18 Kabushiki Kaisha Toyota Chuo Kenkyusho Stratified charge type combustion process for internal combustion engine and internal combustion engine utilizing same
WO2005056991A1 (en) 2003-12-04 2005-06-23 Mack Trucks, Inc. A method for homogenous charge compression ignition start of combustion control
FR2893673A1 (fr) * 2005-11-23 2007-05-25 Renault Sas Moteur a combustion interne a injection comprenant une chambre de precombustion adaptee a favoriser l'inflammation d'un melange de gaz frais

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US26603A (en) * 1859-12-27 Apparatus for forming rubber
US2011992A (en) * 1929-12-28 1935-08-20 Gen Motors Corp Internal combustion engine
US2110191A (en) * 1933-10-18 1938-03-08 Bagnulo Albert Polyfuel engine
US2770224A (en) * 1950-12-21 1956-11-13 Mary A Ericson Internal combustion engines
US3234923A (en) * 1962-06-18 1966-02-15 Caterpillar Tractor Co Method and braking system for internal combustion engines
US3763834A (en) * 1970-07-31 1973-10-09 Volkswagenwerk Ag Cylinder arrangement having a combustion and a precombustion chamber therein and a separate fuel supply or dosing means therefor

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US26603A (en) * 1859-12-27 Apparatus for forming rubber
US2011992A (en) * 1929-12-28 1935-08-20 Gen Motors Corp Internal combustion engine
US2110191A (en) * 1933-10-18 1938-03-08 Bagnulo Albert Polyfuel engine
US2770224A (en) * 1950-12-21 1956-11-13 Mary A Ericson Internal combustion engines
US3234923A (en) * 1962-06-18 1966-02-15 Caterpillar Tractor Co Method and braking system for internal combustion engines
US3763834A (en) * 1970-07-31 1973-10-09 Volkswagenwerk Ag Cylinder arrangement having a combustion and a precombustion chamber therein and a separate fuel supply or dosing means therefor

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4193382A (en) * 1975-03-19 1980-03-18 Kabushiki Kaisha Toyota Chuo Kenkyusho Stratified charge type combustion process for internal combustion engine and internal combustion engine utilizing same
US4073271A (en) * 1975-05-13 1978-02-14 Nissan Motor Company, Limited Torch ignition type internal combustion engine
US4180044A (en) * 1975-11-10 1979-12-25 Toyota Jidosha Kogyo Kabushiki Kaisha Torch ignition type internal combustion engine
WO2005056991A1 (en) 2003-12-04 2005-06-23 Mack Trucks, Inc. A method for homogenous charge compression ignition start of combustion control
EP1692377A4 (en) * 2003-12-04 2011-06-15 Mack Trucks PROCESS FOR HCCI START FOR COMBUSTION CONTROL
FR2893673A1 (fr) * 2005-11-23 2007-05-25 Renault Sas Moteur a combustion interne a injection comprenant une chambre de precombustion adaptee a favoriser l'inflammation d'un melange de gaz frais

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USB467486I5 (enrdf_load_stackoverflow) 1976-03-16
DE2421546A1 (de) 1974-11-28
GB1465827A (en) 1977-03-02

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